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`REMOTE FLIGHT RECORDER AND TIMELY AIRCRAFT ADVISORY
`SYSTEM, RAFTS
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`ABSTRACT
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`and safely recorded and analyzed. The transmission of the aircraft data via the
`communication link permits the aircraft performance and cockpit communication
`data to be memorized in a ground based recorder for after crash analysis without
`the necessity of crash shock rugged and waterproof monitoring apparatus aboard
`the aircraft. Furthermore,
`in the advent of a pilot initiated pre-crash alert or a
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`navigation and an analysis of the recorded vehicle dynamics data.
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`The central ground based monitoring system can utilize the real time aircraft sensor
`data, aircraft configuration data and experts familiar with the aircraft in arriving
`at the best safety advisory. The computational analysis processors used to perform
`the safety analysis on the ground are not limited by the space and power restrictions
`that exist aboard the aircraft and thus can provide high fidelity simulation and
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`time analysis of the prior to take off, pre-flight, aircraft data ahmg with other data
`such as weather, airport and its local area three dimensional digitized topographical
`map data, aircraft flight controller data, wind shear and aircraft configuration
`would also be used to provide a safe to take off advisory.
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`If an aircraft exhibits a mechanical equipment failure prior to take off this data
`would alsobe communicated back to the aircraft manufacturer in real time via the
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`manufacturer then could provide an expert system for fault isolation that could save
`both time and ing a safe to fly aircraft back in service.
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`then via telemetry to the Ground Based Processing Station. This very accnmte
`aircraft position data would be utilized to augment the air traffic controllers in flight
`and airport taxi collision avoidance systems as well as to enhance the all weather
`landing systems. It would provide the air traffic controllers ground based radar
`systems with a level of redundancy as well as enhance the radar systems by
`providing high fidelity three dimensional world wide aircraft separation distances.
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`be no need for added equipment to be carried aboard the aircraft.
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`information to the aircraft manufacture’s facilities for expert timely advise as to
`how best to operate an aircraft that exhibits an in air equipment failure and how to
`best service an aircraft when it has ground problems. These advisories would be
`transmitted back to the aircraft.
`In addition to the above, the Central Ground
`Based Processing Station, would utilize the aircraft sensor data and world wide
`weather data, ground based traffic control radar and airport destination data to
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`accumulate excessive str ss build up on flight critical assembhes. Ihe CGBS would
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`The system integrates the voice, video and instrument data into a single aircraft
`telemetry system that provides two way, world wide communication with the
`aircraft and ground based archival recording of the data. It could also
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`thereof will be described by way of example with reference to the accompanying
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`FIGURE 1 is a block schematic of an aircraft’s multiplexed flight sensors,
`sensor transmitter and advisory receiver according to the invention.
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`F{GUiE 2 is a block schematic ofthe Central Ground Basfil Processing Station
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`Referring to Figure 1, the aircraft is fitted with a device, named Sensor Multiplexer
`Receiver & Transmitter (SMRT) module, that accepts sensor signals that depict the
`performance of many ofthe flight safety critical assemblies. It converts any of the
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`archival storage of these signals take place as well as the distribution of some of the
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`CGBS. The SMART module accepts these signals and then transmits these signal
`over the radio frequency link. The preferred embodiment of this patent utilizes a
`global satellite communication system. The SMART module’s radio frequency
`output is sent to a satellite antennae where the signal is radioed to a satellite that is
`in a direct line of sight with the aircraft. The signal is then relayed, either by low
`earth orbit or a synchronous orbit world wide communication satellite chain, until
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`Figure 1A illustrates the invention by showing an aircraft 1 that is equipped with
`the SMRT line replaceable unit ;. SMRT accepts the flight critical aircraft
`performance monitoring sensors labeled M1 tg MN, acoustic sensors M____A, and video
`sensors __M_Y_. SMRT periodically samples the sensor signals, converts all non digital
`sensor signals into a digital format, adds a sensor identification label to each signal,
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`Figure 1B illustrates the communication satellite link between the aircraft and the
`CGBS. It has a SMRT equipped aircraft Q transmitting its sensor data over an ultra
`high frequency radio, line of sight, transmission with satellite S1 1. The satellite
`world wide communication link then relays the data by line of sight transmission
`with other satellites S1 to S2 _8_, S2 to S3 2, and then S3 to the CGBS _1_(_l_. The
`transmission of aircraft advisories from the CGBS to the aircraft is accomplished by
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`the communication link depends on whether a geosynchronous or low earth orbit
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`' , LEO, constellation is utilized. The system will work with either of the
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`and video signals. These signals are then sent to the CGBS processing station for
`data analysis, problem simulation, expert system crash avoidance simulations,
`archive storage, aircraft advisories, distribution to aircraft manufacturer’s ground
`based facilities for expert crash avoidance and maintenance advisories, and
`distribution to airport and area government flight traffic control facilities. Since
`the CGBS isoirthe ground it’s temperature environment, humidity and air can be
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`The ground communication can be made over wideb optic cables,
`satellites or other radio frequency communication links. In the continental United
`States the wide band width fiber optic communication link is the preferred ground
`communication embodiment of RAFTS. The CGBS acts as communication
`concentrator and it is through this facility where the world wide communication
`with the aircraft occurs. At this facility weather data is collected from the
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`and radio frequency (RF) interface module _1_§_. The RF aircraft signals are also
`demodulated and sorted, by aircraft, in module _1_§. The data is then sent to the
`ground processor 11 for analysis. One function of the ground processor is to send
`the data to the archival data storage system _2_Q where it is safely stored in an air
`conditioned environment, for future retrieval, on magnetic disc or tape. Another
`s
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`fiber optic link _2_41. The data can be viewed by the CGBS operators on the display
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`system ;2;S_. The position, altitude and aircraft velocity data is sent to the
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`would be sent to the aircraft over the world wide communication link illustrated in
`Figure 1B.
`In addition, world wide advisories could also be sent to the aircraft by
`the traffic controllers based on their information of aircraft separation.
`In a similar
`manner, the monitored aircraft data is sent to aircraft manufacturer personnel by
`the communication module __2§_ over the wide band width fiber optic link 33.
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`advisory, based on all of the data. This advisor Ear
`aircraft experiencing problems on the ground, an aircraft manufacturer would
`remotely sample the telemetry of the aircraft’s flight critical performance monitors
`and then send advisories directly to the aircraft’s ground maintenance personnel
`that represent the latest diagnostic procedures and problem specific maintenance
`information. These would be sent to an aircraft maintenance terminal display that
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`equipment failures and to make expert system evaluations of the safest way of
`dealing with a failure in an operational aircraft as well as the safest and most
`efficient way of eliminating a ground based failure in order to get an aircraft
`operational. It also shows the distribution of the aircraft communication signals to
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`large number of civil and military air traffic in present use. These are indicated as 1
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`wide weather data from the government weather bureau _2,§. The CGBS thcucby its
`knowledge of the aircraft location, flight plans and operational characteristics,
`tailors this global weather data to weather data that is specific to each aircraft’s
`area of operation for safety and economy of flight advisories. Aircraft
`manufacturing facilities communicate with the CGBS ground processor _1_Z via the
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`air aircraft personnel, or by the on the ground simulations at the CGBS or aircraft
`manufacturer’s facility. The CGBS and the aircraft manufacture’s facility are
`checking the aircraft operational capability by remotely sampling the aircraft’s
`operational status parameters and using other factors such as weather and air
`traffic information. The simulations utilize real time analysis of the vehicle data and
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`correct the aircraft’s problem.
`
`I claim:
`
`1. An on board aircraft performance and equipment functionality monitoring system
`that radio ers these parameters, over a world wide communication
`link,toag1-oundbasedaircraftilatamullectioncenter.
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`2.Agi:oundbasedaircra£tdata :
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`transmits real time advisories to aircraft over a world wide communication link.
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`4.2 the problems and causes of a crash.
`4.3 flight enhancements using the collected data and computer simulations.
`
`
`
`5. A real time ground based data processing analysis of the flight worthiness of an
`aircraft for claim 1, 2 and 3 that permits safety of flight, efficiency of flight and
`crash avoidance advisories to be telemetered to an aircraft.
`
`6. A world wide em that makes use ofthe ground
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`7. A world wide aircraft fuel efficiency and economy of flight advisory system for
`claim 1 based on an aircraft’s telemetered operational performance characteristics
`for claim 6 blended in a ground based computer with the ground based knowledge of
`local and world wide weather, and terminal destination airport and ramp congestion
`and status.
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`their accumulated stress, configuration and assembly end of life for claim 1, 2 and 3
`to assure that routine maintenance is adhered to according to the latest
`manufacturer’s instructions. Maintenance anomalies advisories are transmitted to
`the aircraft and the government aircraft flight control facilities.
`
`I0. An accurate and timely world wide crash location system based on the ground
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`its accurate position, velocity, heading and attitude and flight trajector com I ' I
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`map data, local weather data, and when available ground based radar data,
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`similar telemetry
`geometry, geographic terrain altitude map data, vehicl
`constraints, local weather data, and when available ground based radar data, in a
`ground based computer. Collision avoidance advisories are transmitted for claim 6.
`
`I3. An aircraft data concentrator and multiplexer, which has a two way radio
`telemetry communication capability, for the transmission of an aircraft’s safety and
`n
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`= ' '= =av‘a‘*‘ 6":"3,6,7,8,9,H,12,13and14.
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`which allow the aircraft’s ground maintenance personnel
`aircraft’s flight essential systems, acoustic and video monitoring equipment, GPS
`functionality, including communication, for claims 6, 8 and 9.
`
`15. A ground based portable maintenance terminal that interfaces with the data
`concentrator on the aircraft for claim 1 and 13 that receives, over a world wide
`a
`2 n umcation link, and displays aircraft maintenance advisories from ground
`sew:
`2
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`initiated aircraft communication for claims 1 through 15.
`
`17. A world wide, two way, communication system to provide ground based
`monitoring of an aircraft’s, operational flight characteristics, aircraft’s GPS
`navigation reception data, diagnostics of equipment problems, cockpit acoustics,
`secnrfly video, maintenance as well as ground initiated to aircraft advisories for
`claimsltltroughts.
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`configuration, airport status, air traffic congestion, weather and ground
`topographical map data for claims 1 through I7.
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